Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D41/00—Power installations for auxiliary purposes
  • B64D41/007—Ram air turbines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
  • F03B—MACHINES OR ENGINES FOR LIQUIDS
  • F03B15/00—Controlling
  • F03B15/02—Controlling by varying liquid flow
  • F03B15/04—Controlling by varying liquid flow of turbines
  • F03B15/06—Regulating, i.e. acting automatically
  • F03B15/16—Regulating, i.e. acting automatically by power output
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
  • H02K7/1807—Rotary generators
  • H02K7/1823—Rotary generators structurally associated with turbines or similar engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D41/00—Power installations for auxiliary purposes
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E10/00—Energy generation through renewable energy sources
  • Y02E10/20—Hydro energy
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/40—Weight reduction

Definitions

• the invention relates to an emergency power supply device for an aircraft and an aircraft provided with such a device.
• RAT Random Air Turbine
• a RAT system is relatively heavy, and must be deployed for its commissioning. Moreover, being not used except in case of failure, it is difficult to test and may have dormant failures (not visible immediately).
• the object of the invention is to provide an emergency power supply device for an aircraft, which does not require the deployment of a mechanical system, and which brings a significant gain in mass on the aircraft.
• an emergency power device for aircraft characterized in that it comprises at least one air intake duct configured to receive a relative wind during the flight of the aircraft, a turbine disposed in said duct to be driven by the relative wind and at least one energy generating device for the aircraft, said turbine being connected to said energy generating device to produce energy to the aircraft at least under flight conditions of the last.
• relative wind is meant the aerodynamic flow created by the aircraft's own speed.
• an aircraft emergency power supply device which operates autonomously and independently of the aircraft's main energy system, in flight, and which can be mounted on an aircraft without the need for deployment of aircraft.
• a mechanical system such as a RAT system comprising a rigid and heavy deflection device.
• Said turbine and / or said generator is advantageously connected (e) or associated (e) with at least one auxiliary drive device thereof and / or the latter to produce energy to the aircraft in all the operating situations of the latter (aircraft in flight or on the ground).
• the auxiliary drive device is advantageously a venturi tube device fed by an air source, preferably from the aircraft, and disposed or formed in the intake duct to drive said turbine.
• This auxiliary drive device is adapted to be coupled to said turbine for driving or to be uncoupled.
• the auxiliary drive device can thus be coupled to said turbine in a condition of the aircraft on the ground, when the turbine can not be driven by the relative wind.
• the auxiliary drive device may also be uncoupled from the turbine in a condition of the aircraft in flight where the relative wind is sufficient to drive the turbine at a speed sufficient to provide the required energy, but it may also be coupled to the turbine in flight to increase the drive speed of the turbine and provide more energy to the aircraft
• Said duct advantageously comprises at least one inlet and / or air outlet flap, movable in an adjustable manner between a closed and open position, preferably entirely, this flap making it possible to adjust the speed of said turbine to the energy required.
• said intake duct comprises a single flap, either an air intake flap or an air outlet flap.
• Said emergency power supply device advantageously comprises a control unit connected to said energy generating device for the aircraft, to said auxiliary drive device and to said inlet and / or air outlet flap, able to control the device in servo at a required energy, namely adjustably move the inlet flap and / or air outlet, and perform the coupling / uncoupling of the auxiliary drive device to the turbine.
• the energy generating device is advantageously an electrical energy generator of the aircraft, and in particular one of the main generators of the aircraft, which is thus also used as an emergency power source for the aircraft.
• Said auxiliary drive device may be an electric motor of the aircraft, a propulsion engine of the aircraft, or the device APU ("auxiliary power unit") of the aircraft
• Said generator is then driven in nominal mode by one of the main power sources of the aircraft (aircraft engines, APU system) and, in emergency mode, it is driven independently by said turbine of the intake duct.
• air which is actuated by a relative wind or aerodynamic flow created by the own speed of the aircraft. This configuration limits the risk of dormant failure of a completely independent backup device, rarely used and tested.
• the auxiliary drive device is advantageously a venturi tube device fed by an air source of the aircraft and disposed or formed in the intake duct for driving said turbine, the air source being for example the air sampling device or the air conditioning device of the aircraft
• the intake duct is advantageously formed as a venturi tube device disposed downstream of the turbine relative to the aerodynamic airflow.
• This venturi tube device is operable in operation by said control unit, mainly in a condition of the aircraft on the ground, but as mentioned above, it can also be operated during flight to increase the speed of the aircraft. the turbine and therefore the energy produced.
• the intake duct advantageously comprises an inlet formed in the fuselage body of the aircraft, a main part formed in the fuselage body of the aircraft, and an outlet formed in the fuselage body of the aircraft, said inlet and / or said outlet being provided with an air outlet flap opening on the surface of the fuselage body.
• the intake of the intake duct may be coupled to an air intake system of the aircraft, such as the air conditioning system of the aircraft
• the invention also relates to a new use of an electric energy generator for an aircraft, in particular one of the main generators of the aircraft, as a source of emergency electrical power for the aircraft, said generator being able to be driven by means of at least one turbine disposed in an air intake duct of the aircraft to be driven by the relative wind of the flight of the aircraft, and in particular by means of a backup power device as defined above.
• Figure 1 is a schematic sectional view of an aircraft provided with a backup power device according to one embodiment of the invention.
• upper refers to relative positioning in standard mode of use or mounting.
• longitudinal refers to relative positioning in standard mode of use or mounting.
• transverse qualify elements extending respectively in a given direction and in a plane perpendicular to this direction.
• an aircraft 1 comprising a backup power device 3, as shown, comprises an air intake duct 5 arranged along the fuselage body 7 of the aircraft, substantially in the longitudinal axis d of the aircraft.
• This intake duct 5 is able to capture by its inlet 9 an aerodynamic flow or the relative wind V during the flight of the aircraft
• the duct 5 comprises an anterior inlet 9 (left in the drawing) formed in the fuselage body 7 of the aircraft, a main part 11 formed in the fuselage body 7 of the aircraft and in communication with the inlet 9 , and an outlet 13 disposed at the rear of the main part 11 and in communication with the latter.
• the inlet 9 has a tabular part 15 turned towards the inside of the fuselage body 7 of the aircraft
• the outlet 13 includes a tabular portion 17 facing outwardly of the fuselage body 7 of the aircraft, and opening onto the surface of the fuselage body 7 of the aircraft.
• This outlet 13 comprises an air outlet flap 19, movable in an adjustable manner by an actuator 21 (of the jack type, for example), between a closed position (in phantom) tangent to the fuselage body 7 of the aircraft and an open position projecting from the fuselage body of the aircraft ( as shown).
• the main part 11 of the air intake duct comprises an anterior flared portion 23 in which is disposed a turbine 25, and a rear tabular portion 27 of reduced section, parallel to the longitudinal axis d of the aircraft and forming a venturi tube. 28 in the conduit.
• the intake duct is disposed here parallel to the longitudinal axis of the aircraft but it could still be transverse to the longitudinal axis of the aircraft
• This air ejection duct 29 is intended to form an air stream able to drive the turbine 25 in cooperation with the venturi tube 28.
• the generator 31 may also be connected, by means of a coupling device (not shown), for example of freewheel type, to a main power source of the aircraft, such as a motor or the APU device of the aircraft (not shown), being driven by this engine when the relative wind is non-existent or insufficient.
• a coupling device for example of freewheel type
• the generator 31 is therefore driven by said turbine 25 of the intake duct, which is actuated by the relative wind or aerodynamic flow V created by the own speed of the aircraft in flight.
• a control unit 33 connected to the control panel of the aircraft (not shown), to the energy generator 31, to a valve 35 for supplying the air ejection duct 29, to the actuator 21 of the shutter 19 of the air outlet and possibly to said coupling device, controls the emergency supply device 3.
• This control unit 33 controls the device 3 in servo at a required energy for the aircraft, corresponding to a situation data of the aircraft, in particular an emergency situation of the aircraft
• This control unit 33 thus initiates the movement of the air outlet flap 19 and the actuation of the valve 35 of the air ejection duct 29 to drive the turbine 25 at a speed corresponding to an energy of the generator 31 required for the aircraft and in particular in case of emergency.
• an emergency situation in flight This situation is called when a fault is detected in the main aircraft power supply.
• a switching of the power supply of the aircraft to the emergency mode, with production of an alarm, is performed automatically by an energy management device (not shown) of the aircraft which detects the failure of the device.
• main power of the aircraft is performed automatically by an energy management device (not shown) of the aircraft which detects the failure of the device.
• the control unit 33 can open the valve 35 of the air ejection duct according to the air source A to increase the speed of the turbine 25 and therefore the energy produced by the generator 31.
• the device in normal operation of the aircraft, the device produces electrical energy, in flight, by driving the turbine by the relative wind and, on the ground, by driving the turbine by the implementation of the venturi tube device.
• the aircraft emergency power supply device comprises at least one air intake duct 5 configured to receive a relative wind V during the flight of the aircraft, and a turbine 25 arranged in said duct to be driven by the relative wind, said turbine being connected to at least one energy generating device 31 for the aircraft in order to produce energy to the aircraft at least under flight conditions of this latest.
• the generator driven by the turbine 25 may or may not be part of the emergency power supply device 3, and likewise the auxiliary drive device for the turbine 28, 29, so that the device 3 could be delivered and mounted on the aircraft as an independent unit.
• An air inlet flap 37 in dashed line, the actuator of which is not shown, could still be mounted at the inlet 9 of the air intake duct, this flap being able to be opened from a position tangent to the fuselage towards the outside, according to arrow, by the control unit to promote the capture of air in the intake duct.
• the control of the device can then be achieved by the input flap and / or the output flap.
• the intake of the intake duct could still be coupled to the air conditioning system of the aircraft or to another air intake system of the aircraft
• Another possibility would be to mechanically link the generator to the APU device or to a motor, through a freewheel, which would allow the generator to be driven by the engine in normal mode and to let it be driven by the turbine in case of failure.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Wind Motors (AREA)
• Control Of Turbines (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Priority Applications (6)

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• 2012
  • 2012-07-23 FR FR1257113A patent/FR2993536B1/fr active Active
• 2013
  • 2013-07-11 CA CA2879186A patent/CA2879186C/fr not_active Expired - Fee Related
  • 2013-07-11 RU RU2015103241A patent/RU2631162C2/ru active
  • 2013-07-11 WO PCT/FR2013/051669 patent/WO2014016492A1/fr not_active Ceased
  • 2013-07-11 US US14/416,178 patent/US9567096B2/en active Active
  • 2013-07-11 EP EP13744736.3A patent/EP2874882B1/de active Active
  • 2013-07-11 BR BR112015001346-5A patent/BR112015001346B1/pt not_active IP Right Cessation
  • 2013-07-11 CN CN201380038570.3A patent/CN104487346B/zh active Active

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